Control device for steam locomotives



- Jan. 5,' 1943. F. M. A. A. WALCKENAER l CONTROL'DEVICES FOR STEM LOCOMOTIVES lFiled sept. 7, 1939 e sheets-sheet 1f- 'Guen-Legg,

Jan. 5, 1943. F. MQ A. A. WALCKENAER 2,307,437

CONTROL DEVICES FCR STEAM LOCOMTIVES Find Sept. i7. 19:59 esneets-sneet 2 Jan. 5, 1943. F. M. A. A. w-ALcKENAl-:R

CONTROL `DEVICES FOR STEAM LOCOMOTIVES Filed sept. 7, 1959 6 sheets-sheet s Jan. 5, 1943. F.y M. A. A. WALCKENAER` 2,307,437 A CONTROL DEVIC'ES FOR STEAM LocOMoTIvEs Filed sept. v, 1939 @sheets-sheet 4.'

d'l'orneys Jan. 5', 1943. F'L M. A. A. WALCKENAER 2,307,437

CONTROL DEVICES FOR STEM LOCOMOTIVES Filed sept, 7, 1939 e sheets-sheet s Patented Jan. 5, 1943 zooi-,rai

CONTROL DEVICE FOR STEAM LOCOMOTIVES Franois Marie Andr Athanasev Walckenaer, Paris, France; vested in the Alien Property Custodian l.Application September 7, 1939, Serial No. 293,848

In France November 19, 1938 (cl. ecn-rc2) is'claims.

The present invention relates to a system providing, in a simple and convenient manner and from a central control station, complete control ofthe operation of a plurality of steam turbines driving a plurality. of independent axles of a. prime movement such as a' locomotive.

The operation of such a prime movement and in particular of a locomotivel with independent axles, each axle of which is actuated by a separate turbine presents, from the point of view of starting and control in the course or operation, a large number of comparatively diilicult probems.

It is rst necessary to provide at starting for progressive heating of the turbines and the simultaneous starting of Aa complete system of lubrication of the dierent mechanisms to be placed in motion, and also provide for circulation of oil under pressure for the control of the various regulating and safety devices.

It is then necessary to pass from this preparatory condition to the normal operating conditions.

During normal operation it is necessary to be able to shift from forward running to backward running, and vice versa; to regulate both in forward running and in backward running the effort applied to the several axles; to control as closely as possible the power supplied at a given -which will be described hereafter with reference j to the annexed drawings, byway of example,

permits of attaining this result.

On the said drawings,

i I Figure 1 represents a general diagram of the v arrangement of the control system 4forming the object of the invention.

sures the passing from forward running'to backward running, and vice versa, and furthermore ensures, foreach direction of running, the regu. lation of the eiorts applied to the aides of the y locomotive.

Figure l0 represents a section on its symmetrical plane of one of the diierent regulator relays with regulation of rate of running and with subdivided piston, utilised for -the control -of the admission valve both in `forward running and in backward rimning, two relays of this kind being provided for each of the turbines, one for the forward and one for backward running.

Figure 11 shows a detail section on the XI-IH of Figure 10, and showing the regulating device for the rate of running by means of which it is possible to equalise almost completely be-l tween themselves the rates of operation of the diierent relays of the different motor groupswhich are allotted to the same direction of running.

Figure l2 represents a section on its 'symmetrical plane of one of the oil pumps which are mounted at the end of the shaft of each of the turbines.

Figure 13 represents a section on its symmetrical plane of the expansion valve permitting of obtaining the circulation of oil under pressure practically constant, which is necessary for the operation of the valve chest, as also for the ,control ofthe regulator relays, of the central steam supply and safety valve, and of its group I ing, and the supply of the pumps or generators of| of disengaging relays.

Figures 14 and 15 represent respectively sec tions on their symmetrical planes, the rst of the central ejector supplying the lubricating pip pressure of the group of disengaging relays of the safety valve, and the second or the ejector taking up oil from the casings.

wheel arranged at the central control point en- Figure 16 represents a collection of sections i made on their symmetrical planes) of the different apparatus which combine' to embody the central safety system, that'is: the central group line" of disengaging relays associated with the different rnotor groups, the pumps with which the As will be seen from the following description, i

the whole organization of the system which forms the subject of the invention is based on the provision of a principal circulation main for oil under high pressure, the piping I, which is adapted to be supplied in two ways, that is to say, on the one hand, at the moment of starting or during slow running, by an auxiliary pump 2 arranged in the oil reservoir 3, and on the other hand in full running, by the different pumps 4 which are mounted at the shaft ends of Lthe different turbines (Fig. 12).

'I'his principal oil circulation main has rst of all to supply the ejector 5 which is fitted in the oil .reservoir 3, and which, through the intermediation of the auxiliary piping 6, ensures the general lubrication of the machine and through the piping 1, connected to the preceding one, supplies the impellers or-pressure generators 8 as also the group of safety and disengaging relays 9,(Fig. 16) at the same time as it supplies the pumps 4 through the piping II) (Fig. 12).

I'his same trunk main has furthermore to supply the ejector II which, with a view to returning it to the reservoir 3 through the piping I2, ensureszthe taking up of the oil which has collected at the lowest point of the system of casings. g

Finally, the said principal trunk main has to supply the pressure reducing-valve I3 (Fig. 13) which itself has to supply with -oil at reduced pressure but as constant as possible the secondary circulation network I4, which by its dif- -ferent ramifications, supplies the valve control chest I5, the'relays I6, I1 of c ach turbine, the distributor or' slide valve I8 of the steam supply and safety valve I9 as also its checking device 20 (Fig. 2) and its group of disengaging relays 9 (Fig. 16). l

The piping 2| which passes to the control pressure gauge 22 fitted in the central control station A, starts from the checking device 2U.

desired value. Preferably a piston or diaphragmoperated valve is used in which the flow of oil to the piston or diaphragm is controlled by a spring-loaded pressure-responsive pilot valve such asdisclosed, for example, in Fig. 1 of 11.5. Patent No. 1,968,656 (the adjustable setting of the spring to accomplish speed regulation being unnecessary).

In the general arrangement forming the object of the invention, the obtaining and harmonizing of the different conditions or periods of operation which must be considered, are obtained :owing to the combination for the heating and supply with steam of the different turbines, of the common supply and safety valve I3 already mentioned and which will be described in detail hereinafter with reference to Figure 2, with individual groups of valves, that is, one per turbine, of which one will also be described hereinafter with reference to Figure 10.

'I'he said linkage is based on the fact that the valve I9 is constructed and is controlled in such manner as to be able to ensure separately and according to the existing conditions, two distinct rates of output. one of small and c'onstant amount for the period of heating the turbines, and the other, on the contrary, variable, regulated by the individual groups of valves and of quantity as great as is necessary for the full supply of the turbines at their maximum rate of running, the same valve being able when safety demands it,`to arrest the complete supply.

To this end, as shown in Fig. 2, the valve I3 at which the piping 30 terminates which brings it the steam coming from the super-heaters of the source of steam which' is a suitable boiler and from which starts the piping 3l which serves the different individual groups of valves of the On the other hand, an auxiliary circuit constituted by the pipings 23 and 24 is arranged between the group of disengaging relays 9 and the common return pipe 25, passing through the central starting and safety control 2'6 also fitted at the central station A.

Finally, there are installedin the latter the different turbines and to which are connected the pipes 3Ia, 3Ib, and 3Ic, comprises a principal hollow. valve 32 in which there is fitted at the extremity of a pilot piston 33, an auxiliary valve -34, the internal cavity 35 of the principal valve 32 communicating with the supply steam chamber 36 by one or more orifices 31 of comparatively'small dimensions, made in the upper wall 'of the said principal valve 32.

The pilot piston 33,' which carries the closing portion 34 of the auxiliary valve and which can undergo a certain longitudinal displacement in the recess 39 alloted thereto in the interior of the cap 43 of the principal valve 32, is mounted 0n a rod 4I with which it is integral and this I rod 4| the upper part 42 of which is movable in a suitable guide 43 made in the upper cover 44 of thevalve casing, is 'extended downward central control handwheel 21 which through the intermediation of the valve chest I5, controls the operation of the different relays and of the cock 28 which for starting permits, through the intermediation of the automatic cock 29, of allowing the pump 2 to come into operation, this ceasing automatically to operate as soon 4as the speed of the machine has attained a sufciently `high value for the pressure of oil supplied by the centrifugal pumps 4 and delivered into the piping I to cause the closing of the cock 29. To this end cock 28 is provided with a pipe 28a supplying automatic cock 29 with steam taken from the locomotive boiler adjacentthe superheater.

The automatic cock 29 may comprise any suitable valve device which is moved to open or closed position depending on whether the oil through the lower chamber 45 of the said casing, through a stumng box'43 by the intermediation of which it passes out ofthe latter and so into the interior of a control cylinder 41 in which moves a piston 43 with which the lower extremity 49 of the rod 4I is connected,k inimovably.

Between Y'the upper end 58 of the cylinder 41 and the upper face of the piston 48, there is arranged a spring 5I tending constantly to move downward the piston 48, the rod 4I and consequently the two valves 34l and 32, the second being brought down by the first.

` In the lower cover 52 ofthe cylinder l4I, is' arranged the. distributor by means of which the control oil comes underneath thepiston 4l and also by .means of which the said oil is evacuated when the piston descends again and when consequently the valve closes.

pressure in the piping I is below or above the To this end, lthe distributor inquestion comand the orifice 56 'and secondly a valve other hand through pipe sible direction as will be 'I'here is branched on tothe pipe 51 between I the orice 55 and the throttle 58, a pipe 59 which passes to the safety relay 9 and the role of which will be explained hereinafter. v j

A second orilce 58 and a third orifice 5i permit, according to either that the oil coming through the pipe 51 penetrates below the piston 4I or that the oil which is under the said piston escapes through the drain pipe 62.

The lower face 53 of the piston 4l is proiiled in such manner that on penetrating into a suitable cavity of the lower cover 52 of the cylinder 41, it acts as a dash-pot. A pipe I4 allows the oil to now'which is under the rod 4|.

with the valve properlyso called, and

control rod v4I there is associated an indicator device constituted by a lever 55 hinged at l5 on to a iixed point and connected on the one of its extremities to a collar 51 Il which passs into a lateral cylinder I9 inside which are arranged, iirst of all a etaining washer integral wii the rod 58, 'Il adapted to slide with respect to the said rod and nevertheless guided with respect thereto, seeing that this latter penetrates into a .cavity 12 suitably made to this end, a'spring 13 being compressed between the upper washer 10 and the valve 1|.

At its lower part the cylinder 59 is connected on the one hand through a pipe 14 to a pipe I4 the position of the piston .'53,V

oil under pressure arrives, whichv distributing expanded fluid, but with the interposing of a throttling device 15, and on the 2l to the pressure gaugelzof the central control station.

- In its central part, the said cylinder 59 communicates through a conduit 13 with/ the upper chamber of the cylinder 41 it comprises oil escape conduits 13a and 13b.

The operation of the device is as follows:

When it is desired to start the locomotive and in order to proceed to the preliminary heating of the turbines, a. commencement -'is made by When the pressure reducing valve I3 in the piping I4 attains the supplied by the 'pressure opening.

The locomotive now being ready; the effective and at its upper part necessary minimum value, the action of 'this pressure on the piston 53 of 'slide valve il causes -the displacement o1' the latter i'romthe right towards the lei't in spite o f the opposing effort of the. spring 55, the extremityof the pipe 55 which terminates at the safety -relay l being naturally supposed to be closed at this moment and this The 'operation being the can be'made sure of by manipulating in the suitexplained hereinafter,

` "able manipulation l and its seat.

the control mechanism 25 of the central station.

piston 53 shifts the Iuriice 60,is uncovered allowing'. the .oil to pass underneath the piston 48 and, in spite of the opposing action of the spring 5|, commences to thrust it upward, so causing the opening of the auxiliary valve 34.

The steam which comes through the pipe 30 I into the space 35l can then pass to the pipe 3l through the oriilces 31 and through the auxiliary valve 3.

'I'he precaution having been' taken, by a suitof the handwheel 21 which will be pointed out fully open the valves of the different groups of valves of `the turbines, the small `quantity of steam which passes through the valveill easily ows through the turbines without having'anyy other effect thereon except'an exchange of heat. Simultaneously, the lpressure exerted on the small valve 1i by the spring --13 partially compressed in consequence of the movement of the lever 55 has been yincreased causing the oil pressure in pipe 14 to increase dueto the increased resistance encountered by the oil flowing between the valve This pressure is `indicated on the pressure gauge 22 opposite a mark H for heating-.9| r. X When, afterwards, it is .thought that the turbines are suiliciently heated, and to place the loco` motive in a conv tion for starting, it is only necessary accordingto what willalso be explainedl hereinafter, to effect the closing ofthe individual groups of valves of the turbines. Since fromthis moment .the steam which passes ythrough the valve ,u finds no outlet towards the exterior, the principal valve 32 which the pres- -sure of oil was not capable of opening beforeits balancing, is now rapidly balanced and the pressure of the oil which passes through the pipe 51, continuing to make itself felt undery the piston 43, the valve 32 can then fully open; simultaneously the pressure exerted on the small indicator valve'H by the spring 13, completely compressed owing to lthe'displacement of the lever 85, shows on the pressure gauge 22 opposite a mark O for starting,'either in the forward direction or backward, and vthe regulation of the speed for one or the 'other of the two directions of running under consideration; is obtained by manipulating the handwheelz, by means ofthe different de- 'vices represented on Figures 3 to 11. I As will be seen on these figures and in particular in Figure 8, the handwheel 21 controls directly or at a distance a shaft 19 arranged in the .cas-

ing of the valve chest I5, and onl which are keyed in suitable positions one with respect to the other, four cams 80, 3|', 82, 83 of which two,'for example the cams and 3|, are allocated to runningfor- =ward and the two others. the cams 82 and 33 are allocated to the backward running.

Ihese four cams which follow the shaft 19 in its movements of rotation are movable with respect to four rollers respectively 34, 85, 36 and 31. mounted at the extremities of tour gear levers Il, 4l, l0 and ll hinged at four xed points l2, 93, 94 and 95 and connected at theiropposite extrelnities to four rods 98, 91,. and 99.

groups, this operation will only be described for a single group.

At the lower part of the casing of the valve chest l5, there is a space |00, which communihereinafter, of maintainingv ,same for the two A y.H33 and |03 and, when winch it applies to resistance which the springs ||3 and ||3 oppose I the constant vpressure pipe I3 of medium value coming from the pressure reducingvalve I3.

At the upper lpart of the said space |03 there are arranged two valves respectively |02 and |33 mounted at the lower extremities of the rods 31 and 33. l There are, on the .other these same rods, a little hand, arranged on above the valves, pistons when the oil coming through in below them, 'the upward differentials of the pressure on the upper and lower faces of the valvesl and on the lower faces of the pistons tend to constantly apply the rollers 33 and 33 on their respective cams 3| and 32, in the manner of a resetting` spring. The oil after having passed through the valves |02 and |33 runs, according to circumstances, through the orifice |01 or through the orifice |03 into the chambers |33 or which are located opposite two other valves and ||2 which are arrangedat the lower extremity of the rods 33 and 33 with the possible sliding of the said valves with respect to the rods and the interposition of springs I|3 and |I3, the upper extremities of which are stopped against supporting washers I|3 and I|i3 firmly attached to the rods 33 and 33.

Between the chambers |03 and IIO and the valves I I I and I 2, there are arranged respectively throttiing devices ||1 and I|3 winch, in combination with the said valves, regulate the pressure of the oil which is conveyed through the orice IIs and the piping II3a to the different servomotor relays I3 for forward running.

From the cavity ||0, the pressure of .the oil is transmitted through the orince and the piping I20a to the different servo-motor relays I1 for backward running.

But in each case it is only necessary to apply the pressure to the said relays; actually it flows between the valves II| and I|2 and their seats (one or the other according to circumstances) and the residual pressure which it undergoes and the relays is a function of the the orifice I3| flows to the opening of the valves III and I|2.

This resistance is itself a function of the position produced by the handwheel 21 on the cams or 33.

Altogether the general operation is as follows:

. The four cams 33, 3|, 32 and 33 are of such the valves are open and- .estes through an orifice m and s pipe ma with and its seat isv discharged through the orifice I2I and the pipe 21a.

If the handwheel 21 is continued in its rotation in the same direction, the position of the valve |02 remains unchanged and the latter continues. fully open, but the pressure exerted by the lever 33 on the spring |I3 is greater, the oil has greater difficulty in passing between the valve and its seat, its pressure increases, and it consequently applies a greater pressure tothe relays. It will be seen that this increase of pres-` sure has, as a consequence, .a larger opening of the valves of the turbines.

During this period the valve |33 whichcorresponds -to backward running remains closed.

vWhen, afterwards, the handwheel is turned in the opposite direction, first of all the opening of the valve is reduced and then the dead pOint or point of stoppage is reached for which the valve |02 is completely closed, and the movement continuing in the same direction the valve |33 is suddenly opened and a certain pressure is delivered to` the relays I1 controlling the backward running.

In each case the opening of the supply valves is caused and regulated as follows:

There is associated with each turbine a group of valves according to that which is shown on Figure 9.

In accordance with what is shown on this figure, each group comprises, mounted in a box |22, on the one hand, the group ofA forward running valves, vfor example three, on the other hand, the valve or valves |23 for backward running.

In the embodiment represented, the three valves for forward runningare mounted on acommon cross-piece |21 in such manner as to a shape and are arranged in such a manner with respect to one another that for the position of stoppage or dead point, the two valves |02 and |03 are closed and the compression applied to the two springs ||3 and ||3 is the 0n the contrary,

minimum. as soon as thehandwheel is turned for example in the direction corresponding to forward running, the'cam 3| (the slope of which is extremely rapid and the remainder of the pronie of which 4is circular) immediately caus'es the complete opening of thevaive |32; the oil under pressure ing through the pipe I3|a then flows into the cavity |03 and under the valve III.

As at this moment the cam 33 is at the commencement of its progressive travel, the compression given to the spring ||3 is comparatively small and the pressure I3 is not very great. .It will be seen later on this .pressure causes the opening o f the steam supply valves allocated to .forward running.

The excess oil which escapes between the valve how the .application af.

onto the lower extremity |32 of the rod be able to open or close successively, their respective rods being of diiferent lengths.

The entirety of the valves for forward is controlled by the rod |23.

The backward running valve is controlled independently by the rod |23.

The backward running valve |23 shown on the drawing, is an equilibrium valve with' double seat comprising -for its lower "valve |33 an elastic connection device constituted by an elastic washer |3| the outer edge of which is integral .with the valve |33 and the centre of which is bolted The controlof each of the rods |23 and |23 of each of the groups of valves of each turbine v running is ensured by a particular servo-motor relay I3 with the piping |23a coming from the valvel chest I3.

As will be seen in Figure 10, 'the control rod of the valves, for example, the rod |23 is attached at |33 to a lever |33 which is hinged at |33 to a fixed support |33 and of whichthe extremity |31. issubiected 'to the action of a return spring |33, whilst its other extremity |33 is connected by a hinged connecting rod |33 to the upper exand |33 by means of the tremity of-the rod |3| of the central sliding element |32 of the divided' piston |33 of .the'servomotor |33, the operation of which is regulated, through' the mtennediation of the conduits |45 distributor |31.

The latter is constituted by a piston valve |33 subjected to the action of a traction spring |33 |23, |23 and |23, and

T, 'rest by shoulder |45a of cylinder |6 pal trunk main l distributing the oil under pressure is supplied by centrifugal pumps 4, the rotorsthe upper extremity of which,l ensuring the necessary control reaction, is integral with a piston 50 xed to a rod 5| connected by a lever |52 and by a connecting rod |53 to the lever |34, the lever |52 being itself hinged through a link |54 to a fixed pivot |55.

The operating oil arrives through the conduit |56 and leaves through the conduit or pipe |51.

In accordance with what is shown in Figure 11, a regulating screw l|58 allows the position of the pivotal point |59 of the lever |52 to be varied and consequently permits of varying, in a direct ratio, the effect of reaction resulting from the ratio of the two arms of the said lever with respect to its pivotal point. e

The result is that the direct ratios of deformation of the different springs of the different relays, the actions of which should remain continuously identical, being capable of presenting cera tain differences among themselves, the said regulating screw permits, by its action, of ensuring the indispensable equality between the said directratios of variation, the initial regulation being effected by means of the length of the spring.

The operation of the device is. as follows:

When a certain variation, for instance an increase, is produced in the pressure of the oil in the piping ||9a and in the space |60, the .slide valve |48 lowers slightly; it thus places the piping |46 in communication with the discharge piping |51 and it also places the delivery pipe '|56 for the actuating oil in communication with the conduit |45. Owing to this, the piston |42, |43 sinks, carrying with it the lever |34 and causing a displacement of the valves |23, |24 and |25 in the opening'direction.

But simultaneously the lever |34 acts. on the connecting rod |53, on the lever |52 and on the rod |I insuch manner as to raise the piston |50, this latter in carrying with it the. spring |49 moves upward the piston valve |48 and this latter again closes the communication between the conduit |56 and the conduit |45 as also the communication between the conduit |51 and the conduit |46. The piston |42, y|43 is stabilised until there occurs a fresh variation in the pressure of the oil contained in the pipe ||9a and in the space |60.

If this variationis in the direction of a reduction, the operation of the members is the reverse in this sense that the piston valve |48 commences by rising, placing. on the one hand the actuating oil conduit |56 in communication with the conduit |46, andl on the other hand the conduit in communication with the exhaust conduit |51, and the piston |42, |43 rises; but at the same time as it causes a movement of the valve in the sense of closing, it causes by reaction a falling of the piston |50 and the return of the piston valve |48 to its mean position of equilibrium and of the closing of the distribution.

'I'he divided character of the piston |42, |43

prevents the steam admission valves from being.

applied too suddenly on their seats, and the rod system from undergoing excess fatigue. When the pistons |42 and |43 move upwardly by reapressure entering through passage |46, its annular part |43 is brought to valves are completely seated.- The oil under pilot piston |42 and moves the wardly which completes the seating of 'I'he operation in the opposite direction is obvious.

From the moment when the turbines are running, the oil which should supply the princithen flows latter upthe valves.

before the cylinder inside which as already explained, to the principal ejector 5 or discs |6| of which are mounted at the extremity |62 of the turbine shafts (Fig. 12).

'I'hese rotors are supplied with oil through the branch l0 of the collector 6 supplying the principal 'ejector 5; they force it through the check valves |63 and pipe la into the conduit under a pressure which is a function of the square of the speed of rotation of the turbine shafts.

When the pressure of this oil reaches a value slightly greater than that of the oil delivered by the pump 2, the latter stops automatically, the admission valve 29 for the steam which sets it -in operation itself closing automatically.

1f later on the speed of the iocomotive is suriiciently reduced for the pressureof the oil delivered by the pumps of the turbine shaft ends to be insuilicient, the pump 2 comes again automatically into operation through the automatic opening of the cock 29.

f There' is seen at |64 the lubrication conduit for the shaft bearing, which is fed from the lower branch of trunk 6.

In Figure 13 there is kshown the oilpressure reducing valve i3 of known type, which is interposed between the principal main 'one for the circulation of oil at high pressure the speedof the turbine, and the distribution piping |4 of oil at low and approximately constant pressure.l

'I he oil arrives through the conduit|65 and delivery are regulated by a valve |61, the control rod |68 of which is integral with a piston |69 provided with 'a tight joint |10 and sliding in a is enclosed a spring |12, the pressure of which balances that exerted on the piston |10 by the oil iiowingpast valve |61.

The .principal ejector 5 represented on the Figure 14, comprises as usual a diffuser |13 the mouthpiece |14 of winch is arranged in the interior of the oil reservoir |15 opposite the tuyre The collector ejector,

of which is arranged in the vicinity of the bottom point ofthe lcasings, opposite the'nozzle The safety system with which the device formnism represented by Figure 16.

'I'he entirety of these flrstof all, and made directly in the rotor shaft of each turbine opposite the -oil pump mentioned an impeller. or pressure generator 8, or

connected on to the piping 1, itself connected, the` piping .6 into which delivers and tending to deliver by its radial passages |82 oil under a .higher pressure (corresponding to the square of the speed of rotation of the turbines) `into piping |83 which runs to one of the relays of the group 9 -of the safety relays.

This group which4 comprises as many relays as there are' turbines, isconstituted by a cover |84 inside which are f arranged as many cylindrical cavities as 'there are relays, each cylinder containing. a disengagement piston |85, comprising along its axisl a conduit |86` provided with a varying with shown on Figure 15` also comprises a diffuser |11 the mouthpiece |18 with the central supply and safety valve- I9 by the whole of the mechai mechanisms comprises,v

1st-the pipe 59 referred to above and which' starts from the pipe 51 supplying the centr-al valve I9,

2ndan exhaust or escape pipe |89,

3rda rotative balancing pipe |98 which isi connected on to the pipe |8| and which is consef quently in connection with the pipe 1,

4th-the various pipes |83 coming from' the different pumps, each ending in a plug |9| connected to the casing |84 and fitting in the lower enlarged part |8511 of the corresponding piston |85, opposite a bore |81a, communicating with the throttle |81, i

And finally th, the pipe 23, hereinbefore described, which runs to the, central control station where there is arranged the third element of the safety system, that is to say, the control mechanism which if necessary can be substituted at will for the automatic action of the group of safety relays.

The control mechanism in question comprises a cylinder 28 at which terminates the pipe 23 and in this cylinder, a piston valve |93 provided with a groove |94 into the interior of which there penetrates a projection |95.

The said valve |93 is subjected to the action of a spring |98 and the rod |91 at the extremity pipe 24, and to. this end he draws to its full extent the valve |93 and causes it to slightly rotate, so that the groove |94 no longer being opposite the projection |95 it is held by the latter; it is only then that by acting on the cock 28 he starts the auxiliary pump 2.

When the pressure of the oil delivered by the latter attains the desired amount, the driver by acting on the handwheel 21 causes the full opening of all the admission valves for forward running and he then closes the valve |93, thus causing the opening of the auxiliary valve 34 of the central supply valve.

As has already been explained above, for the eiective starting of the locomotive the driver completely closes all these individual groups of valves, thus causing the full opening ofthe central supply valve and it is only then that he opens afresh yaccording to requirement, the individual groups of valves for forward running or backward running.

To briefly summarize the operation of the sys-- tem described above, and assuming that the turbines are cold and the steam inlet control or safety valves are closed and pump 2 at rest, then to heat up the turbines prior to operationk the operator draws out handle |98 of the starterand of which it is arranged, is provided at its other extremity with a draw handle |98.

From the cylinder 28 and opposite the valve |93 there starts the exhaust pipe 24 described in connection with Fig. 1.`

The inner walls of the cylinders of the different safety relays are provided with annular grooves |84a communicating with each other by means of -ducts |84b so that when the pistons of the said relays are in their lower position, the pipe 59 is in communication with the-pipe 23 without, however, communicating either with the pipe |89 or with the pipe |98.

It followsthat as-long as the members are in the position in which they are `shown in Figure 16, the pipe 59 is closed since the orice 200 of the pipe 23 is closed, and since there is no communication open between the pipe 59 and the pipev |89. But if owing toan excessive increase in the speed of one of the turbines, one of the pumps 8 commences to deliver oil into its pipe |83 under a pressure such that it causes the corresponding piston |85 to rise, which rise owing to the shape of the lower part of the piston, rapidly becomes a total one, as soon as it has commenced, the pipe 59 is immediately placed in com-- munication with a discharge pipe |89 and the pressure applied under the control piston 48 of the closing portion of the central valve |8 disappearing. the valve closes instantly, thus cutting oil the supply of all the turbines.

Similarly if, acting on the handle |98, the valve |93 is drawn from the right towards the left, so

' as to uncover and consequently open the orice 208 and thus place the pipe 23 in communication with the escape pipe 24, the same phenomenon is produced and the central supply valve, supposing that it were open,is closed again. l

This latter mechanism is useful in particular during the preparatory period previous to the starting of the locomotive, that is to say, for the period of heating.

Before everything, the opening the passage between driver commences by the pipe 23 and the the valve and increases safety control 28 (Figs. 1 and 16) and'turns it to lock it in open position. Pipe 23 is then connected through the interiorl of cylinder |94 with the outlet pipe 24 leadingnto the reservoir 3. No oil under pressure is admitted to piston 53 of distributor I8 and the central steam valve 32 as well as its auxiliary valve 34 cannot open. Cock 28 is then operated to start the supplementary pump 2. Pump 2 supplies oil under pressure to ensure an adequate circulation of lubricant and feeds the pressure reducing valve I3' as well as' the various control devices. The operator then manipulates handwheel 21 to open valves |23, |24' and |25 of the turbines. Cam 8| immediately opens valve |82; and oil under pressure enters through pipe |8|a and flows beneath the valve Further rotation of the handwheel 2,1 increases the pressure exerted by spring ||3 on the oil pressure ir' line ||9a which communicates with the control relays I8 of the valves. Slide |48 descends and connects the channel |48 with outlet connects inlet |58 with pipe |45. Pistons |42 and |43 of each relay I8 are lowered rotating lever |34 and opening inlet valves |23, |24 and |25 of each turbine. The operator then rotates handle -v |98 of control 28 and returns it toits normal position severing communication between pipes Oil under pressure in pipe 51, since it cannot escape through pipe 59, builds up sufcient back pressure to move the pistonl'53 of distributor I8 to the left (Fig. 2) permitting-oil to `pass beneath piston 48 valve 34. Steam in pipe 30 then passes into chamber 38 and through orifices 31 and valves chamber 38 is greater than that exerted by the oil on piston 38. When pilot va1ve'34 opens the pressure exerted on valve 1| of the control device 28 is increased and this increase effects a correspending increase of pressure in pipe 14 and consequently in pipe 2| connected with the gauge 22 and the pointer. of gauge 22 moves to the indicia representing "Heating up.

|51 and also` and move. it upwardly to open pilot When the turbines have been heated the operator closes the steam inlet valves of the turbines by rotating handwheel 21 back to its initial posi'- tion. The steam passing pilot valve 34 can no longer flow into the turbines and so sets up a counterpressure below the valves 32 and 34 in chamber 45 which soon balances the pressure exerted in chamber 36. The oil under pressure beneath piston 48 then raises piston 48 and opens valve 32. Opening o f valve 32 increases thepres- Isure on valve 1| and increases the pressure of the oil in pipe 14. This increased pressure is shown on gauge 22 when the pointer is opposite the indicia representing Opening The'system is now ready for starting the turbines. The operator rotates handwheel 21 to open steam .inlet valves |23, |24 and |25 and the turbines are placed in operation. When the turbines reach a predetermined speed the pressure of the oil supplied by pumps 4 fed into trunk line i becomes .greater than the pressure providedl by auxiliary pump 2. Inlet cock 28 then automatically closes thereby stopping pump 2.

During normal operation the power -developed by and the speed of the turbines are regulated as desired by handwheel 21 which controls the .amount of opening of the steam inlet valvesof the turbines. To reverse the direction of rotation ofthe turbines the inlet valves are closed and the operator manipulates handwheel 21 in the opposite direci tion to open the reverse valves |25. Rotation of handwheel 21 opens valve |03 and forces valve H2 against its seat increasing the pressure beneath valve ||2 and in pipe |20a to operate relays I1 and open the reverse valves |26.

If the speed of one or more of the turbines increases beyond the speed determined by the position of handwheel 21, oil under increased pressure is delivered by its pump 8 to its pipe |83 and forces the corresponding piston |85 of the safety relay to vrise, thus short-circuiting pipe 59 through drainage pipe |89. 'I'his reduces the pressure of the oil beneath piston A48 and valves 32 and 34 close immediately shutting oi the supply of steam to all the turbines. When the g speed of the turbines has been reduced so that the pressure invpipe |83 allows piston |85 to resume its normal position the connection between pipe |59 and |89 is broken and 'the oil pressure builds up in pipe 51 and reopens valves 32and 34. The operator then opens the inlet valves which he has meanwhile closed. when he perceived that the stantaneously by drawingout handle |98. This places pipes 23 and 24 in communication and reduces the pressure inthe cylinder 41 immediately closing valves 32 and .34.

I claim: 1. A hydraulic control and pressure lubrication system `for a plurality of turbines which are sub- Aject to large variations in'load and speed, comprisingya high pressure oil line, means for maintaining' therein a pressure which is variable but pointer of 'gauge 22 indicated trolled auxiliary pump means subjected to the pressure in said line and operative when the pressure generated by said turbine pump means drops above a predetermined value comprising pump means driven by the turbines and subject to similar variations in speed and pressure-conbelow said predetermined value, a secondary oil circulation system, means for supplying oil4 to said secondary system at a constant pressure less than said predetermined value`comprising a pressure-reduction valve interposed between and connecting said system with said high pressure line,

and pressure-responsive hydraulic control means for said turbines operated by the ooil pressureI in said secondary system.

2. The system denned in claim 1, in which said control means comprise a main steam supply control device for said turbines having a pilot valve and a main valve, and pressure-responsive hydraulic means connected to said secondary system for opening said pilot valve and main valve in succession to supply steam to said turbines ilrst through said pilot valve ior heating the turbines v and thereafter through said main valve for operating the turbines.

3. The system deilned in claim l, in which said control means comprise a main steam supply control device for said turbines havingl a pilot valve and amain valve, pressure-responsive hydraulic means connected to said secondary system for opening said pilot valve and main valve in suc-l cession. and means operative on opening of said pilot valve to supply low pressure steam to' the l discharge side of said main valve for heating said turbines, said ylow pressure being insumcient' in steam pressure for said main valve to be opened by said-pressure-responsive means,

- heating steam to said turbines causes an Aincrease of the steam pressure on the discharge side of said main valve and opening oi' the latter by said pressure-responsive means. 4. 'I'he system deilned in claim 1 in which said control lmeans comprise a main steam supply control device for said turbines having a pilot valve line for said pressure-responsive means, a plu- Y rality ot pressure-responsive release means for said release line, and a plurality of oil pressure generators one driven by each turbine and one connected to each the pressure generated by excessive speed or any turbine releases the pressure on said hydraulic l means and causes closing of said valve. 6. The system dened in claim 1, in which said control means comprise valve for said turbines, pressure-responsive hyd raulic means connected to said secondary system for opening said valve, an oil pressure release line for said pressure-responsive means,

' rality or pressure-responsive release means for said release line, a plurality of oil pressure genwhereby stoppinsr the admission ofdennedm ciaim 1, in which of said release means, whereby a main steam supply,

craters one driven by each turbine and one connected to'each of said `release means, whereby the pressure generated by excessive speed of any turbine releases the pressureon said hydraulic means and causes closing of said valve, and a manually operable pressure-release means also connected to said release line.

'1. The system defined in claim 1, in which said control means comprise forward and reverse running admission valves for each turbine, hydraulic servo-motors for operating said valves, and means for supplying oil under controllable presfrom said secondary system to the group of Sure forward running servo-motorsin common and to the group of. reverse running servo-motors in. common and comprising separate valve means for each group of servo-motors, said valve means` i being connected to said secondary system and being independently adjustable to regulate the pressure of the oil delivered to said groups of servomotors.

8. The system defined in claim 1 in which said lcontrol means comprise forward and reverse running admissionvalves for each turbine, hydraulic servo-motors for operating said valves, and means for supplying oil under. controllable pressure to the lgroupof forward ru'nning servo-motors in common and to the group of reverse running asomar p'ellers driven by the turbine shafts, safety relays for each of the turbines, means connecting said impellers and said safety relays whereby said safety relays are actuated by the oil delivered by said lmpellers.

s 1l. Inl control system for aplurality of steam turbines including an oil reservoir, a circulating system for circulating oil under pressure, a pump in the oil reservoir to supply oil under pressure to said system during 'starting and slow running of theturbines, pumps driven by the turbine shafts supplying oil to said system during normal running of the turbines, a secondary circulating system, a' pressure reduction valve. means connecting said pressure-reduction valve to said circulating system and to said secondary circulating system whereby oil under reduced but constant servo-motors in common and comprising a valve chest connected to said secondary system, separate valve means for controlling the delivery of oil from said chest to said groups of servo-motors,

a control member for operating one of said valve means in one direction of movement and the other valve means in the opposite 'direction of movement, and means regulating the pressure of the oil delivered to said groups of-servomotors in proportion to the extent of movement of said control member.

9. The system defined in claim 1, in which said control means comprise forward and reverse r'unpressure is delivered to said secondary System, a

main steam supply valve for said turbines, an

auxiliary steam supply valve slidable within said main steam supply valve, pressure responsive means to operate said auxiliary' and said 4main steam supply valves, means connecting said presl sure responsive means to said secondary circulating system whereby oil under low and constant means to actuate said valve.

l2. In a control system for a plurality of steam turbines including an oil reservoir, 9, circulating system for circulating oil under pressure, a pump, in the oil reservoir to supply oil under pressure to said system during starting and slow running of the turbines, pumps driven bythe turbine shafts supplying oil to said system during normal running of the turbines, a secondary circulating.:

system, a pressure-reduction valve, means connecting said pressure-reduction valve to said circulating system and to said secondary circulating system whereby oil under reduced but constant pressure is delivered to said secondary system, a

, valve`controi chest connected in said secondary ning admission valves for each turbine, hydraulic servo-motors for operating said valves, andl means for supplying oil under controllable pres- `sure to the group of forward running servomotors in common and to the group of reverse running servo-motors in common and comprising a valve chest connected to said secondary system, a `stofp valve and a pressure-regulating valve for controlling the delivery of oil from said chest to each group of servo-motors, a control member for operating said valves for one group of servo-motors in one' direction of movement and the valves for the other group of servomotors in the opposite direction of movement, and operating means connecting said member and valves for opening the stop valve and progreesiivelv` operating the pressure-regulating valve as said member moves away from normal position.

10. In a control system for a plurality of steam turbines including an oil reservoir, a primary circulating system for circulating oil under pressure, asecondary lsystem for circulating oil under reduced and constant pressure, pressure reducing means connecting said primary circulating 'system and said secondary system, a pump connected to said oil reservoir to supply oil under pressure to said primary system during starting and slow running of the turbines, pumps driven by the turbine shafts supplying oil to said primary systemduring normal operation of the turbines, im-

circulating system,v a control rod rotatably mounted in said control chest, pistons mounted in said control chest and adjustable by said control rod, a series of servo-motor relays for governing said turbines, means connecting said servo-motor relays and said valve control chest whereby the speed and direction of said turbines are controlled by the positions of said pistons.

` 13. In a control system for a plurality of steam turbines including an oil reservoir, a circulating system for circulating oil under pressure, a secondary circulating system for circulating oil under reduced pressure, pressure reducing means connecting said circulating system and said sec- .ondary circulating system, a'primary pump connected to said oil reservoir to supply oil under pressure to said circulating system during starting and slow running of the turbines, pumps driven by the turbine shafts supplying oil to said circulating system during normal operation of the turbines, impellers driven by the .turbine shafts, safety relays for each of the turbines, means connecting said impellers and said safety relays, a main steam valve for said turbines,

pressure responsive means for controlling said main steam valve, means connecting said safety relays with said pressure responsive means wherebyl said mainsteam valve may be closed by said safety relays.

ois MARIE'ANDR ATHANASE WAICKENAER.

pressure is supplied to said pressure responsive' 

